Rotary internal-combustion engine.



No. 781,434. PATENTBD JAN. 31,1905.

' T. WRIGHT.

ROTARY yINTERNAL GOMBUSTION ENGINE.

APPLIOATION FILEDA 0OI 13. 1902.

' 4 SHEETS-SHEET 1.

No. 781,484; PATENTEE JAN. s1, 1905.

` lT. WEIGHT. I A EQTAEY INTERNAL GOMEUSTION ENGINE.

APPLICATION FILED 00T. Is. 1902.

4 SHEETS-SHEET 2.

,99 /A/VENTOE n O l /m/acw /zlyt `1\1f0.'781,484. I PATENTED JAN. si, 1905. T. WRIGHT.

ROTARY INTERNAL GOMBUSTON ENGINE. l U APPLIOATION FILED 00x13. 1902.

SHEBTMSHEET s.

- PATENTED JAN. 31,` 190'5.

y I. WRIGHT. l

ROTARY INTERNAL GOMRUSIION ENGINE.,

APPLIOATION FILED 00T. 13. 1902.

- '.4 SERBIE-SHEET 4.

A fr0/m5 ys."

, nmiinee.

UNITED STATI-3s atented Januaryll, 1905.

'PATENT QFFICE.

THOMAS WEIGHT, on JERSEY CITY, NEW JERSEY.

ROTARY INTERNAL-COMBUSTION ENGIN.-

SPECIFICATION forming part er Letters Patent No. 781,484, dated january Si, i905. Applicationfiled October 13,1902. Serial No. 127,066.

To allez/hom it may concern.-

Beit known that I, THoMAs WRIGHT, a citizen of the United States, and a resident of yJersey City, in the county of Hudson and- State of New Jersey, have invented a new and Improved Rotary lnternal-Gombustion Engine, ofwhich the following is a full, clear, and exact description. y l

This invention relates to that class of inter- IO nal-combustion engines in which one or a plurality of cylinders and pistons are arranged to turn around astationary crank-shaft, the pis- 'ton-rods being connected to the crank and 'power being taken from the outer ends of the I5 cylinders or from some part in connection with the cylinders. v

The invention lies in certain peculiarities of vconstruction and organization, all of which will be clearly pointed outhereinafter.

` 2O This specification is an exact description of lseveral examples of my invention, while the claims define the actual scope thereof. f

' Reference is to be had to the `accompanying drawings, forming a part of this specification,

in which similar characters of reference indi-I cate corresponding parts in all the views.

Figure 1 is a side elevation of the engine,

showing particularly the gearing for the "valves and part of the electric ignition devices. Fig. 2 is a plan view of the engine. Fig. 3 is avertical section taken across the crank-shaft. Fig. 4is a vertical section taken Lthe electric ignition system. Fig. 7 is a sec-A i `tional. view taken across the axis of the engine-.shaft and showing an alternate construc- 4O`tion at the cranlrthereof. Fig. 8 is an enlarged side view of the crank and its associlated parts as showninFig. 7. Fig. 9 is a sectional elevation on the line 9 9 of Fig. 8. Fig. 10 is a sectional view of a modified form of valve, and Fig. 11 isa sectional view showing a different form of rnuflier.V

Referring to Figs. 1 to 6, 2O and 2l indicate 'the two parts of the engine-frame, the part 20 having a'box 2Oa with an upward extension "trated are six in number.

shaft, this part having a squared portion 22L (see Fig. 1)'fitted securely in the box to prevent the shaft part from turning. This part v of theA shaft is integral with or rigidly fastened to the shaft part 22C, located at the other side of the engine and passed through the center of the box 2l. On the shaft part 22C, between the boxes 20a and 21a, is located the eccentric 23, which is preferably made up of two disk-like parts mounted eccentrically on the .shaft and fastened together by bolts 23a. (See Fig. 4.) In the eccentric is formed a circumferential groove 23h, eccentric to the shaft and communicating at its sides with undercut portions 23". Mounted loosely on the shaft-sections 22 and 22 3 are the cylinder-hubs V24 and 25, which turn in the boxes 20a and 21, respectively. (See Fig.-4.) These hubs are suitably connected to the cylinders 26, which? according to the construction illus- The shaft-section 22 has a passage 221 therein, which leadsl the explosive'mixture to the chamber 24u in the hub 24. From this chamber a number of vducts 27 pass outward alongside of the respective cylinders yto lead the mixture to the feed-ports 28, opening into the cylinder-'heads 29, these heads forming Vthe compressionchambers. (See upper part of Fig. 3.) 30 in- 8O dicates the pistons, which have rigid rods 3l, carrying laterally-disposed rollers 32 at their inner ends, these rollers running in the undercut-portions 23c of the groove 231 in the eccentric 23. i Assuming the pistons to be working according to the arrows applied thereto in Fig. 3, it will follow that through 4the action of the parts 3 1, 32, and 23 the group of cylinders' will `inovebodily in the direction of the arrow a around the engine-shaft. shows the feed-port 28 andit also shows the exhaust-port 33, which port passes from the head 29 and opens into a lateral passage 34. These passages 34 communicate, respectively, with the branches 35a of the muffler-drum 95 35. (See Fig. 3.) This drum according to the ders and turning therewith. It is preferably, though not necessarily, made up of sections, as illustrated, and is formed with an orifice near each cylinder, these orifices being commanded by outwardly-opening spring-seated flaps 35h. The exhaust-gases are thus discharged into this drum. and when the pressure becomes sufficient one or more of the flaps 35b are opened and the gases pass into the atmosphere, but at such low pressure as to avoid any appreciable noise. 36 and 37 indicate, respectively, the feed and exhaust valves which seat against bushings 38 and 38 and open into the cylinder-heads 29. The stems 39 of the valves 36 and 37 pass through the bushings 38 and 38 and are spring-pressed normally to seat the valves. The outer ends of the stems 39 carry rollers 39u, which bear against cams 40, these cams being two for each cylinder and `carried in pairs on shafts 4l. Said shafts are mounted :in lugs 29, projecting from the cylinder-heads, and carry each a worm gear 42, fixed to the shaft. These gears 42 are meshed with a large worm or spiral thread 43, supported in vertical position on and inside of the frame-section 20. As the cylinders turn in the operation of the engine the gears 42 are swept around the worm 43, and a rotary movement is imparted to the shafts 41. This operates the feed and exhaust valves properly to control the admission and exhaust of the engine.

Ignition is effected within the cylinder-heads 29. 44 indicates the spark -plugs or other form of igniter. Figs. 1 and 6 represent the preferred arrangement of the circuit devices if electric ignition be employed. On the hub 24 is formed a gear 24", and this is in mesh with a gear 45, mounted on a stub-shaft 46, carried fast in the extension 2Ob of the beforedescribed box 20. The gear 45 is provided with an insulating ring 47, broken in six places to correspond with the cylinders 26. On this ring 47 bears a central finger48, which is carried by an arm 49, friction-tight on the shaft 46. Said arm has its short end forked, as indicated at 49, and a stud 50 on the extension 2Ob bears within the fork. This allows the arm movement on the shaft 46 within the limits of the fork.

51 indicates an insulating-ring held to the cylinders to turn therewith by brackets 511. This ring 51 carries a metallic ring 52, broken into sections corresponding to the cylinders by blocks of insulation 53. On this ring bears a contact-finger 54, fastened on and in electrical connection with the engine-frame.

Referring now to Fig. 6, the primary element of the spark-coil 55 is wired to the contact 48, such connection containing a battery 56, the gear 45 being in electrical connection with the engine-frame. The secondary element of the spark-coil is wired to the engineframe and to the contact 54. One contact of each spark-plug is in electrical connection with the engine-frame, and the other contacts are wired, respectively, to the sections of the ring52. The parts 45 and 52 turn in unison with the engine. As the linger 48 contacts with the wheel45 the primary circuit is closed and a current is induced in the secondary circuit. By the action of parts 52 and 54 this secondary current is sent to the proper sparkplug. The period of ignition may be controlled by manipulating the lever 49, thus sending the spark at the exact time desired.

The organized operation of the engineas above described may be traced as follows: The passage 22 being placed in communication with the source of a combustible mixture, this will by the action of the valves 36 be admitted into the cylinders successively. As the pistons turn the charge is successively compressed, ignited, and exhausted, the engine, as here shown, operating under the four-cycle principle and each piston being at different work at all times. After the engine is turned over the action of the pistons on the eccentric will cause the cylinders to turn continuously around the shaft, as before described.

The varied construction shown in Figs. 7 to 9 consists in the substitution of adouble crank 57 (see Fig. 8) for the eccentric 23, before described, and in pivotally connecting the piston-rods 58 (see Fig. 7) to the pistons. Three of the piston-rods 58, taken alternately, are fastened rigidly to a sectional collar 59, which is mounted loose on the wrist-pin of the crank 57, and the remaining three rods 58 are ex-l tended loosely into the said collar 59 and fastened to segmental shoes 60, which are confined by the collar, but free to slide on the wrist-pin of the crank around the center thereof. This construction operates the same as that before described, and either may be used at will.

Fig. 10 shows a modification in the valve devices in which a single rotary valve 61 is employed for both the feed and exhaust ports. This valve has an orifice 61", which is made alternately to register with the ports 28 and 33, and the valve is attached to a rotating stem 62, carrying a pinion 63 at its outer end. Said pinion 63 rolls over a large stationary spur, (not shown,) taking the place of the worm 43.

Fig. 11 shows a modification of the muiier in which a single drum 64 is applied to each cylinder. Said drums are fitted with perforated disks 65 and may be made to discharge in the reverse direction to that in which the engine normally turns, so that the force of the escaping gases will to some extent assist the movement of the engine.

Various other changes in the form, proportions, and minor details of my invention may be resorted to at will without departing from the spirit and scope thereof. Hence I consider myself entitled to all such variations as may lie within the intent of my claims.

IOO

IZO

` drum, and connections passing laterally from- Having thus described my'invention, I claim combination of a stationary shaft, al grouprofl cylinders mounted to move around the center thereof, pistons in the cylinders eccentric connections between ,the pistons and shaft, means for controlling and igniting the cylinder charges, a continuous annular drum extending around and inclosing the outerV ends of the cylinders, a plurality of spring-seated closures commanding exhaust-openings fromthe the ends of the cylinders to the drum. 2. In an engine, the combination of a stationary shaft, a cylinder extending radially therefrom and arranged to swing around the same, a member carried rigidly by the shaft and `having an eccentric groove therein, `a piston mounted in the cylinder, aV piston-rod, a laterally-extending part carried by the rod and running in said groove, for the purpose specilied, and means for controlling the inlet and exhaust of the motive agent.

3. In an engine, the combination of a stationary shaft, a cylinder extending radially thereof, cylinder-hubs attached to the cylinder and fitted loosely around the shaft, a member carried rigidly by the shaft between said cylinder-hubs, said member having an eccentric groove therein, a piston, apiston-rod having a lateral part running in said groove, and means for controlling the inlet and exhaustof the motive iiuid'. 4. In the engine, the combination of a stationary shaft',l a cylinder extending radially therefrom, cylinder-hubs attached tothe cylinder and fitted loosely on the shaft, a stationary member carried eccentrically by'theshaft and running betweenthe cylinder-hubs, said member having a circumferential groove with l undercut portions at each side thereof, a piston,

a piston-rod having laterallyextending parts respectively running in the undercut portions of the groove in the eccentric member, and

means for controlling the inlet andlexhaust of v the motive iuid. l A

5.' In an engine, the combination of two cyl- 'inder-hubs having trunnions thereon, means for Vrevolubly `mounting the cylinder-hubs through the medium of the trunnions, a Stationary-shaft extending loosely through the trunnions of the cylinder-hubs, said shaft having a passagetherein and one of the cylinderhubs having a chamber communicating with the passage in the shaft,a cylinder attached to the cylinder-hubs and having a duct or passagecommunicating with the said chamber inV one of the cylinder-hubs, a feed-valve com- -manding said duct, an exhaust-valve, means for operating the valves, a piston in the cylinv der, a piston-rod, and means effecting an eccentric connection between the stationary shaft and the piston-rod at a point between the cylinder-hubs.

- In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

s l THOMAS WRIGHT.

Witnesses: Y

IsAAo B. OWENS,

J No. M. RITTER. 

